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3 Sheets- Sheet 1A (No Mode-1.)

' J. FENDER.

, MOTOR CARRIAGE: lvm-601,274. Patented Mar. 29,1898.

`R I. k1 xl A TTOHNE YS (No Model.) l Y 3 Sheets-Sheet 2.

J. FENDER. MOTOR CARRIAGE.-

Patent-ed Mar.. 29, 1898.

ATTORNEYS (No Model.) I' I n R 3 Sheets'-Sheet 3.

,J. PENDER.

MOTOR CARRIAGE.

No. 601,274. Patented Man-29, 1898.1

1 W/'NESSES. /NVENTH mm @MAW ro-n: Nonms Firms co,. PHofaLlTNo..wAsmNGrON. o. cA

UNITEDSTATES QPATENT OFFICE.

JOHN-.PENDER, or BRUNSWICK, VICTORIA.

MOTOR-CARRIAGE.

SPECIFICATION forming part of Letters Patent No. 601,274, dated March29, 1898.

y Appncauontled':Beamter 1, 1897. serial No. 660,361. (No model.)

To @ZZ whom t may concern:

Be it known that I, JOHN FENDER, horseshoe nail manufacturer, a subject,of the Queen of Great Britain andIreland, and a resident of Tinnin gstreet, Brunswick, in the British Colony of Victoria,have inventedcertain new and useful Improvements in Motor Carriages, Cars,'Iricycles, and other Like Power-PropelledVehicles, of ywhich the fol-`lowing is a specification.

This invention relates to motor carriages, cars, tricycles, and otherlike power-propelled vehicles; and it consists of lthe following, viz: anew and improved means for trans mitting power from the driving-shaft ofa motor to the driving-axle of any such vehicle, the saidtransmitting-gear being the means by which the vspeed of Asaiddriving-axle can be varied by the movement of a lever and withoutaltering the speed ofthe motor; a new and improved means for connectingthe hub of each driving-wheel Vwith its axle, so as to admit of onewheel revolving faster than the other when turning aroundV curves; animproved construction of wheel rim and tire; an improved method ofmounting the frame carrying the motor and transmitting-gear,

said frame being rigidly connectedy to the driving-axle and pivotallyconnectedat the other-end to the body-framejby a king-bolt and elasticspring, so as to practically isolate the body-frame from the vibrationand jar of the-motor and transmitting-gear when motor is working, alsoto preserve the alinement of motor-shaft, transmitting-gear, anddriving-axle when passing over rough or un-` even roads; an improvedsteering device which causes the steering-wheels to take theirrespective arcs of a circle when yturning curves; an improved pneumaticspring-cushion or support for the seat; a novel frictionclutch forconverting reciprocating into rotary motion, a novel vvmeans forsupporting the body of vehicle upon an elastic seating in the post offront-wheel fork to allow of uneven ground being passed Over withoutunnecessarily shaking the vehicle, and the several combinations andarrangements of the different parts, as hereinafter described.

My invention will now be'described, aided by a reference to the attacheddrawings and which are to be taken as, in a sense, diagrammatic orillustrative rather than de scriptive, since it will be obvious to anyone that simple changes or variations can be made from what I haveillustrated in the drawings which would result in theapplication of myimprovements in many other ways to different kinds of vehicles.Moreover, it will be equally evident that certain features of myinvention are capable of independent or separate use.

, Similar letters will be used throughout the drawings to indicatecorresponding'parts.

Figure 1 is a side view, andFig. 2 a front View, of a car or carriagehaving the gears, frame, and several parts mounted in such a manner asto illustrate my invention; Fig. 3,

a plan of the gears as arranged upon an independent frame and showingthe wheels and axles; Fig. 4, a side view of the variable driving-gears;Fig. 5, a central section, and Fig. 6 a side .sectional view on line act, Fig. 5, of the friction-clutch; Fig. 7, a side view, and Fig. 8 anelevation, of the automatic saw-tooth clutch which forms the connectingmedium Fig. 9 is a section through wheel-hub and gear-frame bearing; andFig. 10, a section on line b b, Fig. 9; Fig. 1l, a section through rimof wheel; Fig. 12, a sectional view of the stem and tubular post of oneof the front steeringwheels, and Fig. 13 a side view of the centralsteering-gear post and showing one way of suspending the front end oftheisolated gearframe. l

A is the body-frame of'vehicle, shown as built of tubular bars andsupported at back upon springs B, mounted on axle C, and at frontprovided at each corner with a'tubular post A to receive a vertical stemD' of a forkpiece D. Both of said forks carry a steeringL wheel E, whilethe axle C is borne by the hubs of main wheels F. G isthe motor andtransmission-gear frame, also built of tubular bars,'as shown in Fig. 3,and said-frame has three roller-bearings G' at its back part to supportit on axle C, while at itsrfront it `is furnished with a lug G2, throughwhich passes the steering-gear post H, the frame or lu g beingsupportedl at its position thereon by a coiled spring H', connected.therewith and with the upper end of said spring secured to a lug onmain frame A. The hole in lug G2 IOO is bell-mouthed to allow thebody-frame A to sway without twisting or interfering with the alinementof the gear-frame G. Further, on lower end of post is a fixed collar ZLto support the gear-frame in case the spring H should be broken or anysudden jerks be imparted to the gear-frame G. The sleeve or king-post His held in position by being passed upward through lugs on the frame Aand secured in suoli position by lock-nuts Zz', arranged at its upperend. The gear-frame has bearings G3 on it to carry the drivingshaft I,which is driven by any suitable motor and has a crank-disk I on both itsends. The pin z' on the disk at near side of vehicle is connected by tworods J with a cross-head J said rods J being jointed together at j, andthe ends of the cross-head have slippers J2 on them to slide or work onthe bars of frame G or in suitable guides thereon. Again, saidcross-head is connected by rods J 2 with a friction driving-clutch K,arranged on axle C. The rods J are also connected at their jointj with aradius-rod J 4, the other end of which is centered at j on the radialbar J 5, forming the foot of a hand-lever J G, and said radius-bar J 5is centered on a pin J 7, carried on frame G, ata position immediatelyin a line with the center j when in the position indicated by full linesin Fig. 4. Hand-lever JG works beside a notched quadrant J 8, thehandlever being provided with a spring-catch bolt J2, which engages thenotches of quadrant.

By moving the hand-lever from the position shown by dotted lines to theposition shown in full lines in Fig. i varying speeds of thedriving-wheel will be obtained-that is, from m'Z to the maximum speed.

'The friction driving-clutch is made up in three main parts-viz., thecentral rim-disk k and the toothed disks lf. and 7a2-the toothed disksbeing arranged one at each side of disk Zt' and upon its bosses, asshown in Fig. 5. Each of said toothed disks has an arm 7a2 projectingfrom it, one arranged to lie above and the other below the center ofshaft C. Also i in the spaces between the teeth and inner surface of therims of disk Z.: one or more metal 0r steel rollers or balls ZJ* arearranged, and l which are designed to frictionally grip in the forwardtravel of the one arm 7c3 and in the backward travel of the other inorder to imi part a regular rotary motion to axle C by real son of thereciprocating motion of the crossi head J The rim-disk k has one-half ofsaw-toothed clutch Z formed on its boss. As i shown in Fig. 7, theclutch-teeth engage with the teeth on the clutch-piece L, which works ona feather Z on axle C, the teeth being held in contact by the spring Z2,arranged in boxcollar Z3, while at other side of clutch is anothercollar Z4. Then the carriage or car is being propelled forward, theclutch-teeth Z grip and drive the axle C, while if the vehicle or carmoves backward the axle C can revolve without affecting the rotation ofthe clutch.

The clutch L is to allow of the vehicle traveling backward; but in lightvehicles which may only require a forward motion this clutch can bedispensed with and the central rimdisk 7c of the friction-clutch besecurely fixed to the shaft C.

M is a brake-band located in a groove on outer surface of rim-disk Zr,said brake being operated by a connecting-rod M, attached to a hand orfoot lever on the vehicle.

N is the toothed part of a clutch keyed on axle C and having rollers n'between its teeth and the rim n2, formed on boss or hub F of wheel F,the purpose of friction-clutch N being to allow one wheel to revolvefaster than the other, such as when the vehicle is passing around acurve. This clutch can be applied independently to any power-drivenvehicle for the same purpose.

F2 are the wheel-spokes, secu red in the hub in the ordinary manner,while their outer ends are screwed to receive square or polygonalnipples F2, the heads of which fit in a countersunk recess formed atinside of a selnicircular rim F4, and such rim has a flanged tire F5secured on it, a leather or other insertion F6 being placed in the jointto break the metallic connection and to take up any undue vibration orto act as a cushion. The tire is rolled with one of its flanges f flat,as indicated by dotted lines in Fig. 1l, and which ange, after the rimis in position, is turned or worked down over the side of rim to securethe two parts together.

The stem D within each of the front corner-posts A is enlarged at thebottom part to fit the space in post A' and to form a shoulder for acoiled spring D2, the upper part of which bears under a ring CZ, securedin the post A. Also at top end of stem D' is a nut D2, and the top endof post is furnished with a cap CZ.

D4 is an arm projecting from each stem D, and these are connected byrods D5, one to each arm of a double-arm piece P, secured on the lowerend of a central vertical steeringrod stem p, having a solid collar p onit which rests on top end of and passes through a sleeve or king-post H,while the upper end of stem P' is furnished with a steering-rod P2.Further, it will be observed that the rods connecting the arms D1 withcentral two-arm piece pass tothe arm farthest from the wheel which itoperates. This places the wheels in such a position as to take theproper arc of a circle when turning a curve.

Rare the pneumatic spring-supports for the seat of vehicle, saidsupports consisting of one or more air-tight annuluses arranged betweenthe under side of cushion or seat and a rigid support R2 upon vehicle,the seat being held in position by pins, as R3, projecting from theunder side of seat and passing into sockets R4, secured to or formed onsupport R2. Furthermore, the seats may either be arranged singly aboveone of the annular IOO IIO

pneumatic cushions -R -orvin lpairs or in anyother desirable manner.. .Y1

By the variable-speed-transmission gear n forming part of my inventionthe driving-mo-y tor can be kept continuously working at a regular speedand the transmission-gear soplaced that any proportion of the maximumspeed given by the motor be imparted to the vehicle. For instance, thefull speedis given when the hand-lever is in the position indicatedbythe full lines in Figs. l and 4, or the ployed for propelling thevehicle backward, and for this purpose the teeth of frictionclutch liein a direction reverse to that of the forward friction i driving clutch,and' these gears are controlled by an independent lever arranged onvehicle. u

Having now particularly described and aseertained the nature of my saidinvention and in what manner the same isto be per' formed, I declarethat what I claim in motor carriages, cars,tricycles`,and other likepowerpropelled vehicles is'- A1. A variable-speed-transmittin g gearconsisting'of a jointed connecting-rod as J imparting motion from acrank-pin as i to a reciprocating cross-head or slipper as J saidjointed rod having the position of its central joint j controlled by aradius-lever as J 4 carried by aradial arm as J 5 at foot of lever as J6 substantially as described and shown in Figs..1, 3 and 4 of thedrawings.

2. In combination, the frame, the driven axle, the clutch mechanismthereon, the reciprocating cross-head, connected therewith, thedriving-disk, the jointed pitman J Jconnecting the disk and cross-head,the radial bar J 5 pivoted to the frame, the link J 4 connecting the barJ 5 with the joint of the pitman, the.. quadrant, and the hand-lever foradjusting the bar J 5, having a pawl engaging the quadrant,substantially as described.

A 3. In combination, the drivinga'Xle and main frame, thesteering-wheels having supporting-forks rotatably mounted in the mainlframe, the steering-rod j ournaled in the main -frame'and connectedwith the steering-forks for rotating the same, and the motor-supportingframe pivotally connected with the driving-axle at one end and having aplate at the other endprovided with an opening adapted 'to engage thesteering-rod, and a spring connection between the forward end of saidmotor-supporting frame and the main frame,v substantially as described.

`: In witness whereof I have hereunto set my hand in presence of twowitnesses.V

j JOHN PENDER.

Witnesses:

BEDLINGTON BoDYcoMB,

GEORGE E BoDYooMn

